Ornithopters (Flapping- wing)
The beauty and freedom of birds has always drawn our admiration and envy. The freedom to move in any direction over all obstacles is a capability that all of us would enjoy. early attempts to defy gravity involved the invention of machines, such as Ornithopters.
This type of flying machine utilizes the flapping of the wings in order to achieve flight. Needless, is to say that all attempts to fly using this type of machine failed.
Machine lighter-than-air
In the year between 1650 and 1900 , there was a second attempt at flying with a less sophisticated but more efficient generation of flying machines, the lighter-than-air craft. The idea of filling a closed container with a substance that normally rises through the atmosphere was known as early as the thirteen century. Over a five hundred year span, different substances came to be known as being lighter-than-air. The most common gas proposed was water vapor, helium and hydrogen. The first successful attempts at achiveing flight using his type of crafts were made by the Montgolfier brothers in France. Their most successful attempt was in 1783.
The most successful builder of this type of lighter-than-air craft was Count Ferdinand von Zeppelin (picture above) . In the early 1930's the German Graft Zeppelin machine was able to make a Trans-Atlantic flight to the United States. The large Hidenburg was equally successful until it was destroyed by fire while attempting a landing in 1937 at Lakehurst,New Jersey.
Orville and Wilbur Wright
In the early 1900s two American brothers, Orville and Wilbur Wright from Dayton, Ohio began to experiment with gliders. The gliders were built using data from Otto Lilienthal in Europe. Most of these flights turn out to be a failure. In 1901, they decided to gather their own wing data by conducting systematic experiment on different type of wing configurations. In 1902, Glider has wingtip to wingtip measurement of 32 ft. and wing width of 5 ft. This was the first aircraft with three-axis control. This mean that the aircraft could go up or down, left or right, and could also roll about its longitudinal axis. At Kitty Hawk, they perform over 800 flights, the early problem of aircraft were solved .
The Wright brothers, now confident about their ability to flight, decided to turn their attention to power. In 1903, after redesigning the airframe of their 1902 glider, the Kitty Hawk Flyer was born. In December 17 , 1903 , with this aircraft, Orville and Wilbur Wright demanstrated the flight of self powered aircraft. Following the Wright Brothers success, the aeronautical activity took place basically everywhere in the world.
Bleriot XI Monoplane
The future potential of the airplane was realized when Louis Bleriot (France) flew his XI monoplane across the Einglish Channel in 1909. This was made Britain could no longer feel secure because England rely only on the royal navy.
Henri Fabre Seaplane
The first Seaplane was built and flown by Henri Fabre (France) in 1910 at Martigues, France. The great pioneer of marine flying was Glen Curtiss of the United States. In 1911 he fitted floats to his pusher biplanes and flow it off the water.
First flight of a seaplane called a Hydravion was created by Frenchman Henri Fabre. Using a 50 horsepower Gnome rotary engine, Fabre flew 1650 feet on water (March 28, 1910).
Vikers Gunbus:
Until 1914 , As the war progressed, the manufacturers were pressed to equip airplanes with guns, bombs and torpedos. This Vicker Gunbus (England) had been accomplished by 1914.
Monday, December 22, 2008
Friday, July 11, 2008
Pilots flying with Zlin Z-50
There are many pilots who have some experience with Zlin Z50 and many of them had great results in many European and World competitions as well. As I am Czech I have to start with Czechs. The most famous were Martin Stahalik (by the way one of small group WGPA pilots; unfortunately he died in Holland, 2001) and Petr Jirmus, who have won as only one man in the world two times the World Aerobatics Championship (1984 Bekescaba, Hungary; 1986 South Cerney, United Kingdom). That guy now flies as captain for one Czech smaller airlines. Another pilots who were or are flying Z-50 are Petr Biskup, Ivan Tucek, Mannfred Strossenreuther, Frank Versteegh and many others. What's really the best you can see now is Red Bull Flying Bulls Team with four LX, who have won many cups all over the world (and WGPA too).
Written by Petr Filip
Written by Petr Filip
Aerobatics Aircraft Zlin Z-50
In autumn 1973 was decided in Moravan Otrokovice to develop a new single aerobatic plane. Chief-designer Jan Mikula prepared with his colleagues project with type symbol Zlin Z-50 (many pilots now use only “fifty”). During constructional works was used computer optimization for better aerodynamic characteristic. The main problem of construction was to find out the best engine for this aerobatic aircraft. Because there were no engines accordant with the needs of aerobatic aircraft there in Czechoslovakia, designers had to find an engine outside the country. They found American Avco Lycoming AIO-540 D4B5 with power of 191 kW (260 PS) and three-blade propeller Hartzell.
The second requirement for this Aerobatics Plane was maximal unloading of construction. That’s why designers have used continuous wing that was screwed to the airframe. This type of wing with its weight reduction is better for its lifetime.Landing gear is continuous from one piece of titan stripe. Tiny layer of metal covers airframe, some parts of tail and elevator are covered with cloth. The main tank can hold 60 liters of fuel, which is must only for an aerobatic display, so for cross-country flight is almost impossible to fly without additional dismountable tanks on both ends of wings. Design works, construction and building of the first prototype took only one and half year (!!!). On 30th June 1975 was carried-out engine test.The First Flight has been undertaken on 18th July 1975 with the chief-pilot Vlastimil Berg. The first Zlin Z-50 L ("L" = Lycoming Engine) had mark OK-070. Set of first flights was very successful and confirmed all the designer’s premises. Czech Aerobatic Team could bargain for this plane in World Aerobatic Championship 1976…
With Z-50 L type grew up first fabricated special Aerobatic Airplane in the world. It was constructed by the FAR regulations and pilots can fly many aerobatic maneuvers from +9G to – 6G. In 1981 year was into the Zlin Z-50 installed more powerful Textron Lycoming AEIO-540 L1B5D with 224 kW (300 PS). This version – type Zlin Z-50 LS – was first flown by Zdenek Polasek on 29th July 1981. The more powerful engine boosted mainly the vertical maneuvers. Zlin Z-50 LS can with weight of 760 kg fly from +8G to –6G in Aerobatic Planes (A category), and between +3,8 and –1,5 in N category. Many of Z-50 L and LA versions were rebuilt to Z-50 LS in early eighties.
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Another version coming from Zlin Z-50 Aircraft is “baby fifty” – Z-50M with weaker Avia engine M-137AZ with 132 kW (180 PS). It was constructed for replacement older and inconvenient Z-526AFS, which were often converted to N (normal) category and are still used as a tug planes on many aero club airports.Z-50M is able to fly from +7G to –5,5G. There were only eight Z-50M machines manufactured.
On April 1990 was prepared for its first flight modified Z-50 LS, now under Z-50 LE (Experimental). It had modified wings for better maneuverability. This type stayed only as prototype.
The last version of Zlin 50 is known as Z-50 LX. Z-50LX had its first flight in 1991 by chief-pilot Vladmir Peroutka. Big share on developing this plane has also show pilot Victor Norman, who wanted additional tanks installed inside wings and strong “smoke system” for shows as well. From 1992 to 1995 were built 7 pieces Z-50LX, and four of them are also used by well known and fantastic
The second requirement for this Aerobatics Plane was maximal unloading of construction. That’s why designers have used continuous wing that was screwed to the airframe. This type of wing with its weight reduction is better for its lifetime.Landing gear is continuous from one piece of titan stripe. Tiny layer of metal covers airframe, some parts of tail and elevator are covered with cloth. The main tank can hold 60 liters of fuel, which is must only for an aerobatic display, so for cross-country flight is almost impossible to fly without additional dismountable tanks on both ends of wings. Design works, construction and building of the first prototype took only one and half year (!!!). On 30th June 1975 was carried-out engine test.The First Flight has been undertaken on 18th July 1975 with the chief-pilot Vlastimil Berg. The first Zlin Z-50 L ("L" = Lycoming Engine) had mark OK-070. Set of first flights was very successful and confirmed all the designer’s premises. Czech Aerobatic Team could bargain for this plane in World Aerobatic Championship 1976…
With Z-50 L type grew up first fabricated special Aerobatic Airplane in the world. It was constructed by the FAR regulations and pilots can fly many aerobatic maneuvers from +9G to – 6G. In 1981 year was into the Zlin Z-50 installed more powerful Textron Lycoming AEIO-540 L1B5D with 224 kW (300 PS). This version – type Zlin Z-50 LS – was first flown by Zdenek Polasek on 29th July 1981. The more powerful engine boosted mainly the vertical maneuvers. Zlin Z-50 LS can with weight of 760 kg fly from +8G to –6G in Aerobatic Planes (A category), and between +3,8 and –1,5 in N category. Many of Z-50 L and LA versions were rebuilt to Z-50 LS in early eighties.
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Another version coming from Zlin Z-50 Aircraft is “baby fifty” – Z-50M with weaker Avia engine M-137AZ with 132 kW (180 PS). It was constructed for replacement older and inconvenient Z-526AFS, which were often converted to N (normal) category and are still used as a tug planes on many aero club airports.Z-50M is able to fly from +7G to –5,5G. There were only eight Z-50M machines manufactured.
On April 1990 was prepared for its first flight modified Z-50 LS, now under Z-50 LE (Experimental). It had modified wings for better maneuverability. This type stayed only as prototype.
The last version of Zlin 50 is known as Z-50 LX. Z-50LX had its first flight in 1991 by chief-pilot Vladmir Peroutka. Big share on developing this plane has also show pilot Victor Norman, who wanted additional tanks installed inside wings and strong “smoke system” for shows as well. From 1992 to 1995 were built 7 pieces Z-50LX, and four of them are also used by well known and fantastic
Friday, June 20, 2008
J.A. AERO
J.A. AERO
Some companies simply buy and sell airplanes. Some take it higher. Every J.A. Aero aircraft - new or used - is offered with the confidence that comes from more than 35 years of award-winning sales, service and maintenance experience. We take great pride in continuing to raise the bar in quality standards and customer service throughout the aircraft industry. Many of our aircraft include cutting-edge technology and are customized with luxurious interior details. Others are simple, versatile corporate or family aircraft that make a perfect start for any aviation aficionado. At J.A. Aero, we are never satisfied with anything less than the best purchasing experience imaginable, which is why every step of the process is clear and complete before the next one begins. So, whether you're a first-time buyer or dedicated customer, our in-house sales staff will ensure the perfect match of form and function for you. You can be certain every J.A. Aero aircraft will perform to the highest industry standards, without compromise. The result is integrity reinforced by every satisfied customer. You'll recognize J.A. Aero by the satisfaction you feel.
Wednesday, June 18, 2008
OTR - 21 "Tochka
OTR - 21 "TochkaThe 9M79 "Tochka" short range ballistic missile complex was developed in 1972 and in 1973 it entered service in the Soviet armed forces with infantry and armored regiments. This complex is intended to defeat the most important enemy objects: nuclear strike means, missile launch positions, airfields, command posts, anti-aircraft units, artillery batteries, and other small size targets with a precision fire. This missile complex was designated by NATO as SS-21 "Scarab-A".
Complex carries one solid fuel, single stage missile with inertial guidance system. Missile is completed with a three type of warheads: nuclear with an adjustable power in 5 - 150 ktons, 480 kilograms weight high-explosive fragmentation, and cluster warhead.
Short range ballistic missile has a range of fire in 120 kilometers. Possible radial deflection from the target is only 10 meters. Recently "Tochka" missile complex has a greatest range of fire among all field artillery and infantry missile systems used in the Russian army.
The "Scarab" is based on a mobile ZIL-375 6-wheeled launching vehicle. This vehicle has a road speed in 60 km/h and fords water obstacles with the speed in 10 km/h.
Improved variant of "Tochka" is designated as 9M79M1 "Tochka-U" (SS-21 "Scarab-B").
Complex carries one solid fuel, single stage missile with inertial guidance system. Missile is completed with a three type of warheads: nuclear with an adjustable power in 5 - 150 ktons, 480 kilograms weight high-explosive fragmentation, and cluster warhead.
Short range ballistic missile has a range of fire in 120 kilometers. Possible radial deflection from the target is only 10 meters. Recently "Tochka" missile complex has a greatest range of fire among all field artillery and infantry missile systems used in the Russian army.
The "Scarab" is based on a mobile ZIL-375 6-wheeled launching vehicle. This vehicle has a road speed in 60 km/h and fords water obstacles with the speed in 10 km/h.
Improved variant of "Tochka" is designated as 9M79M1 "Tochka-U" (SS-21 "Scarab-B").
Thursday, June 12, 2008
Club One Air
The Fractional Ownership Program of Club One Air, is India's first. It aims to give corporate India its very own premier airline for the exclusive use of its owners.
Promoted by a group of pioneering entrepreneurs, Club One Air is managed by professionals with extensive aviation experience. In its three year projections and planning, Club One Air plans to have a fleet of 10 aircraft in each metro and a jet/helicopter in the smaller industrial towns. Our fleet does and will comprise of aircrafts and helicopters especially suited for Indian weather conditions and smaller airports with short runways and limited facilities.Our vision is to network the length and breadth of the country with business jets and helicopters.Club One Air invites corporate India and the elite of our country to take to the blue skies in their very own flying machines.
Promoted by a group of pioneering entrepreneurs, Club One Air is managed by professionals with extensive aviation experience. In its three year projections and planning, Club One Air plans to have a fleet of 10 aircraft in each metro and a jet/helicopter in the smaller industrial towns. Our fleet does and will comprise of aircrafts and helicopters especially suited for Indian weather conditions and smaller airports with short runways and limited facilities.Our vision is to network the length and breadth of the country with business jets and helicopters.Club One Air invites corporate India and the elite of our country to take to the blue skies in their very own flying machines.
Safety And Crew
Club One Air crew fly aircraft that are the safest, most reliable and advanced in the skies today. Jets and helicopters are constantly being added to the Club One Air fleet depending upon the utility. We buy the finest aircraft from one of the top five aircraft manufacturers in the world. Every aspect of Club One Air operations reflects a devotion to safety. This is evident in the fact that we invest in installing and maintaining the latest world class avionic technology such as Enhanced Ground Proximity Warning System (EGPWS), Traffic Alert and Collision Avoidance System II (TCAS II) and In-flight Safety Monitoring System (ISMS™)Our standards are the highest in private aviation. We enforce rigorous checks and balances in-flight and on ground operations to give maximum safety and reliability to our aircrafts.Club One Air maintains the strictest standards in the industry regarding the qualifications of prospective pilots. Our minimum standards of employment for a pilot are:-
2,500 hours of flying experience-with at least 500 hours at the controls of multi-engine aircraft and 250 hours of time flying on instruments.
Airline Transport Pilot (ATP) license, the highest level of pilot license available.
Our pilots fly schedules that don't leave them fatigued. For each aircraft we employ a
n average of 2 captains and 1 co-pilot as full time members of the company. This is the highest ratio of anyone in the country and at par with the best in the world.Club One Air operations are structured so that pilots have the final authority to decide whether it is safe to fly or not. The pilot can never be pressurized to take off if it would jeopardize safety.All pilots, however experienced, begin their Club One Air career as a first officer, flying with a seasoned Club One Air Pilot-in-Command. Additionally, the Club One Air rules of operation require that new first officers fly with an experienced captain who has the requisite experience in flying that particular aircraft. Only after the pilots have successfully demonstrated their skills as first officers', they are allowed to undergo an upgrade training and testing that may qualify them as a Club One Air Pilot-in-Command.Club One Air pilots fly only a particular type of aircraft. If a pilot wants to move from the Citation II, for example, to the Citation Excel, he or she will complete type-rating training in the Citation Excel and, after that, fly only the Citation Excel as a first officer again. Our recurrent pilot training program also includes flight instruction and ground training provided by Flight Safety International.Reading about a company's operations can be very informative, but nothing compares with a complete due diligence done on your own. We encourage our Fractional Owners and prospective Owners to tour our Operations.
Wednesday, June 11, 2008
AIR BELGIUM
Air Belgium has known some serious evolutions through the last years. Founded in 1979, it was the airline of the Belgian tour operator Sun International (more famous in Belgium through the name of its main operator, Sunair). The company is still led by a relative (the son probably) of the the CEO of that time.
They flew through the years with two B737 (OO-ILJ see below and OO-???) and ev
en a B757 (OO-ILI, below). They must have been the first or one of the first Belgian Airlines to fly a 757.
When times became harder, changes happened in the holding company, and Airtours came in, having the 737-400 repainted a fist and then a second time (below) and introducing two Airbus A320-200 (see below) in full Airtours livery.
It's been said here and there that major changes are still going to come (full Airtours control probably) but the name might be lost, Sabena, as "(ex-) national carrier", being very interested to have full control on this name.
OO-ILJ, Air Belgium Boeing 737-400 in parking condition at Heraklion (Crete) in the mid nineties. The picture is not fantastic, but it's the only one I have to give a global view of the livery at that time.
OO-ILJ, Boeing 737-400 (the same) still in classic livery at Palma de Mallorca (PMI) in June '89.
OO-ILJ again, wearing an first "intermediate" (and very temporary) livery while things were changing at Sunair. Seen at Berlin Tegel in Jul '98. Excellent photo by Christian Uhrich.
OO-ILJ, the same again and again, turning to get in line for take off at Teneriffe South (TFS) on Dec 19th '99. It wears teh present "second intermediate" livery, showing its affiliation to the Airtours group (WELG division) but there are enough noticable differences. The small sticker on the top of the first windows indicate that the plane is flying for two (!) airlines (also belonging totally or partially to the Airtours group) : FlyFTI and...Air Belgium. Almost no doub
t that it will wear an uniform Airtours livery in a near future...
OO-ILI, the only Boeing 757 in the fleet at that time (May 21st '98). Seen at Brussels. The plane is not in the fleet anymore. Photo by Martin Steiner.
OO-AEY, Air Belgium A320-200 landing at Las Palmas on Nov. 13th '99. Full Airtours colors and little sticker above the first windows.
OY- Premiair A320-200, same time, same place. Almost twins !!!... because belonging to two fleets that are subsidiaries of the same big (Airtours) group.
They flew through the years with two B737 (OO-ILJ see below and OO-???) and ev
en a B757 (OO-ILI, below). They must have been the first or one of the first Belgian Airlines to fly a 757.When times became harder, changes happened in the holding company, and Airtours came in, having the 737-400 repainted a fist and then a second time (below) and introducing two Airbus A320-200 (see below) in full Airtours livery.
It's been said here and there that major changes are still going to come (full Airtours control probably) but the name might be lost, Sabena, as "(ex-) national carrier", being very interested to have full control on this name.
OO-ILJ, Air Belgium Boeing 737-400 in parking condition at Heraklion (Crete) in the mid nineties. The picture is not fantastic, but it's the only one I have to give a global view of the livery at that time.
OO-ILJ, Boeing 737-400 (the same) still in classic livery at Palma de Mallorca (PMI) in June '89.
OO-ILJ again, wearing an first "intermediate" (and very temporary) livery while things were changing at Sunair. Seen at Berlin Tegel in Jul '98. Excellent photo by Christian Uhrich.
OO-ILJ, the same again and again, turning to get in line for take off at Teneriffe South (TFS) on Dec 19th '99. It wears teh present "second intermediate" livery, showing its affiliation to the Airtours group (WELG division) but there are enough noticable differences. The small sticker on the top of the first windows indicate that the plane is flying for two (!) airlines (also belonging totally or partially to the Airtours group) : FlyFTI and...Air Belgium. Almost no doub
t that it will wear an uniform Airtours livery in a near future...
OO-ILI, the only Boeing 757 in the fleet at that time (May 21st '98). Seen at Brussels. The plane is not in the fleet anymore. Photo by Martin Steiner.
OO-AEY, Air Belgium A320-200 landing at Las Palmas on Nov. 13th '99. Full Airtours colors and little sticker above the first windows.
OY- Premiair A320-200, same time, same place. Almost twins !!!... because belonging to two fleets that are subsidiaries of the same big (Airtours) group.
Tuesday, June 10, 2008
Aircrafts
Learjet 35
Aircraft Features: Corporate Jet.Executive Leather Interior, Lavatory equiped, DV
D Entertainment SystemAircraft Statistics:Seating capacity: 8 passengersRange 2400nm / Max. cruise speed: 470kt (872 km/h)
D Entertainment SystemAircraft Statistics:Seating capacity: 8 passengersRange 2400nm / Max. cruise speed: 470kt (872 km/h) Learjet 25
Aircraft Features: Corporate Jet.Executive Leather Interior, Lavatory equiped, DVD Entertainment SystemAircraft Statistics:Seating capacity: 8 passengersRange 1400
nm / Max. cruise speed: 450kt (830 km/h)
nm / Max. cruise speed: 450kt (830 km/h)Hawker 125-600
Aircraft Features: Corporate Jet.Executive Leather Interior, Lavatory equiped, DVD Entertainment SystemAircraft Statistics:Seating capacity: 8 passengersRange 1
100nm / Max. cruise speed: 420kt (810 km/h)Monday, June 9, 2008
$185 wet 21ZE SR20
$185 wet 21ZE SR20
The Cirrus SR20 is an advanced composite aircraft. It is fixed gear, single engine and seats up to four people. The plane has a maximum range of approximatly 882 nautical miles at 10.5 gallons per hour. The SR20 has great visibility due to a lower panel, higher airspeeds, and a surprisingly large / comfortable cabin
PFD
MFD
Dual 430s
55x autopilot
Xm weather
Skywatch
PFD
MFD
Dual 430s
55x autopilot
Xm weather
Skywatch
Friday, June 6, 2008
Gripen Demo makes its maiden flight
Gripen Demo makes its maiden flight
Today Saab conducted the maiden flight with the Gripen Demo, the test platform for the further development of Gripen. The flight lasted for 30 minutes and went totally accordin
g to plan. "We're flying what in many aspects is a completely new aircraft a month after Roll-Out. This is quite unique and it shows Gripen´s opportunities for further development. It also shows our own ability to develop new, more efficient working methods." says Lars-Erik Svedlund, Saab's project manager for the Gripen demonstrator programme. Since the Gripen Demo was presented, the programme has proceeded with ground trials and continual evaluations in order to guarantee flight safety. Tuesday´s flight took place in good weather from Saab´s airfield in Linköping. Maximum altitude for the first flight was 6,400 meters and maximum speed was 320 knots. "Everything went according to plan. The Gripen Demo is more powerful compared to earlier versions of Gripen but is just as easily flown. We look forward to continuing the test programme at the same high pace as up to now." says test pilot Mikael Seidl, who together with his colleague Magnus Ljungdahl crewed the first flight.
g to plan. "We're flying what in many aspects is a completely new aircraft a month after Roll-Out. This is quite unique and it shows Gripen´s opportunities for further development. It also shows our own ability to develop new, more efficient working methods." says Lars-Erik Svedlund, Saab's project manager for the Gripen demonstrator programme. Since the Gripen Demo was presented, the programme has proceeded with ground trials and continual evaluations in order to guarantee flight safety. Tuesday´s flight took place in good weather from Saab´s airfield in Linköping. Maximum altitude for the first flight was 6,400 meters and maximum speed was 320 knots. "Everything went according to plan. The Gripen Demo is more powerful compared to earlier versions of Gripen but is just as easily flown. We look forward to continuing the test programme at the same high pace as up to now." says test pilot Mikael Seidl, who together with his colleague Magnus Ljungdahl crewed the first flight.The Gripen Demo aircraft is a flying test platform for the next generation of Gripen and for the further development of present versions. The aircraft will test and develop many of the essential systems and capabilities that will be applied to the Gripen NG (Next Generation) design, such as:
a more powerful engine
an active electronically scanned (AESA) radar
communication systems
electronic warfare and
weapons development Driving the development of new technology The Gripen Demo is not just the first step towards a new Gripen – it is driving the development of new technology for existing Gripen customers and for other applications. The Demo aircraft is a platform for technology insertion for the whole Gripen family. It reassures any customer buying Gripen today that they will be able to upgrade and enhance their aircraft when needed. Partnership with world leading companies The Gripen test platform has been achieved in partnership with several of the world’s leading companies within the aviation industry: General Electric, Thales, Rockwell Collins, Honeywell, APPH, Terma, Martin-Baker and Meggitt.
a more powerful engine
an active electronically scanned (AESA) radar
communication systems
electronic warfare and
weapons development Driving the development of new technology The Gripen Demo is not just the first step towards a new Gripen – it is driving the development of new technology for existing Gripen customers and for other applications. The Demo aircraft is a platform for technology insertion for the whole Gripen family. It reassures any customer buying Gripen today that they will be able to upgrade and enhance their aircraft when needed. Partnership with world leading companies The Gripen test platform has been achieved in partnership with several of the world’s leading companies within the aviation industry: General Electric, Thales, Rockwell Collins, Honeywell, APPH, Terma, Martin-Baker and Meggitt.
KA-52 Alligator
KA-52 Alligator
Combat helicopters had to experience harsh times, when their combat role was completely denied, only to be acknowledged as an indispensable weapon for any successful modern operation of ground forces. Today, many countries have developed combat action concepts based on employment of army aviation helicopters. According to published data, combat helicopters in the late 1970s and early 1980s always enjoyed the upper hand in duels with tanks during military exercises at a ratio of 1:10, 1:14 and even 1:20 in their favor. This led to urgent rigging of tank units with air defense artillery and air defense missile systems to protect them from combat helicopter attacks. Then combat helicopters, fitted with antitank guided missiles boasting a range of up to 5 km, became easily vulnerable targets for air defense artillery and air defense missile systems. The development of the Ka-50 Black Shark and AN-64A Apache combat helicopters aimed to redress this disparity and make the helicopters able to defeat tanks armed with air defense weapons. The Ka-50 combat helicopter can be used to defeat targets on the battlefield within wide ranges of launching high-precision supersonic antitank missile systems, including launches from more than a 6-km range within a stand-off zone of air defense artillery and air defense missile systems. The Ka-50 combat helicopter is intended to defeat modern armored and mechanized materiel, air targets and hostile manpower. This co-axial helicopter features a high flight performance and ease of piloting via automated flight devices. It can successfully execute combat missions day/night owing to high survivability under hostile fire, powerful armament and comfortable pilot's cockpit. The helicopter was tested in simulated combat conditions. It met all the requirements for combat helicopters and won a Ministry of Defense tender. The Ka-50 helicopter is unrivalled in the world in terms of the 'cost-efficiency' criteria. In 1995 the Ka-50 combat helicopter entered service and is now series produced at Progress Arsenyevsk-based aviation complex. The success of any combat operation to support ground forces on the battlefield depends to a large extent on the joint combat actions of group combat helicopters. A group commander flying in a combat formation is responsible for control over subordinate helicopters. His helicopter should be fitted with more sophisticated equipment compared to the rest of the group to make him see better targets on the battlefield and be able to ensure target designation and distribution, provide for constant control over group combat helicopters and maintain communications with a ground command post. The scope of tasks assigned to the commander frees him from helicopter piloting. Consequently, he should fly in a two-seat flying combat vehicle. The Ka-52, designated Alligator, multi-role all-weather combat helicopter, is intended for this purpose as a two-seat modification of the Ka-50 combat helicopter. Pilots accommodated side-by-side in one cockpit can fly this helicopter and handle all on-board systems. The Alligator retained all combat capabilities of its predecessor, including the whole array of weaponry. It is outfitted with a multifunctional on-board integrated electronic flight, navigation and weapon control system. Its passive/active observation/search and sighting systems ensure target search and their attack day/night in any weather conditions. The Sextant Avionic of France and Thomson company take part in creation of this helicopter. The Ka-52 Alligator is 85 percent identical to the Ka-50 base helicopter in terms of its airframe and main systems. Pilots escape via an ejection system. The Ka-52 Alligator can also be used as a trainer. Pilot accommodation and the availability of new multifunctional equipment system led to an increase in the weight of the empty helicopter and a certain deterioration in flight performance, compared to the Ka-50. However, it did not affect the integrated quality of this flying machine as a whole. Externally, the Ka-52 combat helicopter differs from its predecessor in the front part of the fuselage, shape of the cockpit and arrangement of round-the-clock observation/search and sighting systems. Pilots are rigged with pressurized helmets fitted with built-in displays to provide for required flight and sighting data. The Ka-50 and Ka-52 helicopters feature interchangeability, thereby reducing costs for series production and joint operation in combat units. Naturally, Alligator is more expensive than Black Shark. However, this is attributable to payments for the capability to perform combat missions on higher and more efficient levels. The advent of Ka-52 does not mean its automatic substitution by the Ka-50. They can be used more effectively in the interests of the ground forces, owing to their optimal joint employment in groupings. A similar approach is also adopted by the U.S. army aviation. The more costly and sophisticated AN-64D and AN-64D LongBoy helicopter versions do not replace, but instead reinforce the AN-64A Apache helicopter groupings, thereby increasing their efficiency. In the near future the Ka-52 will be subjected to tests. The Kamov company and its foreign partners are convinced of the successful results of the tests that will enable the Ka-52 helicopter to occupy a leading position in its class. It is up to foreign buyers to decide whether to choose the Ka-50 or the Ka-52 or a hybrid to meet their requir
Monday, June 2, 2008
Chip Off the Old Rock
Chip Off the Old Rock
Some corporations pay millions of dollars for the naming rights to sports stadiums. All it took for Marilyn Lindstrom to have an asteroid and an Antarctic ridge named after her was some tender loving care.
For 14 years, Lindstrom served as the meteorite curator at NASA’s Johnson Space Center, watching closely over a collection of thousands of meteorites -- chunks of rock that have fallen to Earth from outer space -- containing secrets to the origins of our solar system.
It was Lindstrom’s responsibility to ensure delicate care of these mostly stony masses that are collected by scientists in Antarctica and then transported, frozen, to a special “clean room” at Johnson. That’s where they would be stored, classified and split into smaller chips to be sent out to researchers around the world.
In a show of appreciation for her work, the National Science Foundation designated a ridge more than six kilometers (about four miles) long in Antarctica the “Lindstrom Ridge,” and the Smithsonian Institute named an asteroid after her -- asteroid 5281 Lindstrom
. Asteroids are the Sun-orbiting celestial bodies from which meteorites originate.
“It was a real validation of the value of my 14 years as curator,” said Lindstrom, who has since moved on to other duties at NASA headquarters. “There are quite a few space scientists that have asteroids named after them, but only a handful that have Antarctic real estate as well.”
Meteorites found in Antarctica are of particular interest to scientists because the icy conditions there help to preserve the rocks -- most of which are 4.5 billion years old -- more so than those found in warmer regions of the Earth. It is believed that some of the minerals found in these relatively pristine specimens were the first to crystallize during the formation of the solar system.
While most meteorites are probably descendants of asteroids, a select few appear to have come from the Moon and Mars. Lunar meteorites are a critical supplement to the Moon rocks collected by Apollo astronauts in the ’60s and ’70s, according to Lindstrom, while those from Mars provide information about a planet humans have yet to set foot on.
“Apollo sampled an anomalous area. The lunar meteorites give us information on much more [of the Moon] and what the more typical surface is like. … Martian meteorites are the only samples of Mars that we have,” said Lindstrom, who notes that NASA is currently preparing to send astronauts back to the Moon and then to Mars.
Moon rocks were in fact what first sparked Lindstrom’s interest in meteorites and other “astromaterials,” materials not of the Earth. As a graduate student at the University of Oregon during the Apollo days, Lindstrom studied lunar samples brought back by Apollo 11. Examining the geochemical characteristics of these rocks from space is what she liked most about her work.
“I was interested in everything. I couldn’t make up my mind whether I was going to major in math or science or foreign languages,” Lindstrom said. “It just all clicked … when I put chemistry and geology together.”
Lindstrom does what she can to encourage more young people to find the joy and enthusiasm for science that she discovered. In addition to her current roles at NASA as program scientist for two Mars research programs, a spacecraft instrument development program, and astromaterials curation, Lindstrom oversees education and public outreach for solar system exploration.
“Education is one of the most important things we can do,” said Lindstrom, who has partnered with educators and other scientists to develop a middle school curriculum on meteorites. “If we’re worried about our country’s technological decline … we’ve got to figure out ways to get people to major in math and science.”
As an effective way to motivate the next generation of explorers, Lindstrom encourages scientists and educators to dispel stereotypes about what it is to be a scientist, and to make students aware of all the possibilities science has to offer.
“When students think of science as something in the textbook and old men looking like Einstein in lab coats, then it doesn’t seem interesting,” Lindstrom said. “One of the best things scientists can do … is to show that they are normal people and that science is fun.”
And if that’s not incentive enough, there’s always the promise that, someday, a student could have an object in space or topographical feature here on Earth named after him or her.
Even a corporate executive can’t buy that kind of fame.
For 14 years, Lindstrom served as the meteorite curator at NASA’s Johnson Space Center, watching closely over a collection of thousands of meteorites -- chunks of rock that have fallen to Earth from outer space -- containing secrets to the origins of our solar system.
It was Lindstrom’s responsibility to ensure delicate care of these mostly stony masses that are collected by scientists in Antarctica and then transported, frozen, to a special “clean room” at Johnson. That’s where they would be stored, classified and split into smaller chips to be sent out to researchers around the world.
In a show of appreciation for her work, the National Science Foundation designated a ridge more than six kilometers (about four miles) long in Antarctica the “Lindstrom Ridge,” and the Smithsonian Institute named an asteroid after her -- asteroid 5281 Lindstrom
. Asteroids are the Sun-orbiting celestial bodies from which meteorites originate.“It was a real validation of the value of my 14 years as curator,” said Lindstrom, who has since moved on to other duties at NASA headquarters. “There are quite a few space scientists that have asteroids named after them, but only a handful that have Antarctic real estate as well.”
Meteorites found in Antarctica are of particular interest to scientists because the icy conditions there help to preserve the rocks -- most of which are 4.5 billion years old -- more so than those found in warmer regions of the Earth. It is believed that some of the minerals found in these relatively pristine specimens were the first to crystallize during the formation of the solar system.
While most meteorites are probably descendants of asteroids, a select few appear to have come from the Moon and Mars. Lunar meteorites are a critical supplement to the Moon rocks collected by Apollo astronauts in the ’60s and ’70s, according to Lindstrom, while those from Mars provide information about a planet humans have yet to set foot on.
“Apollo sampled an anomalous area. The lunar meteorites give us information on much more [of the Moon] and what the more typical surface is like. … Martian meteorites are the only samples of Mars that we have,” said Lindstrom, who notes that NASA is currently preparing to send astronauts back to the Moon and then to Mars.
Moon rocks were in fact what first sparked Lindstrom’s interest in meteorites and other “astromaterials,” materials not of the Earth. As a graduate student at the University of Oregon during the Apollo days, Lindstrom studied lunar samples brought back by Apollo 11. Examining the geochemical characteristics of these rocks from space is what she liked most about her work.
“I was interested in everything. I couldn’t make up my mind whether I was going to major in math or science or foreign languages,” Lindstrom said. “It just all clicked … when I put chemistry and geology together.”
Lindstrom does what she can to encourage more young people to find the joy and enthusiasm for science that she discovered. In addition to her current roles at NASA as program scientist for two Mars research programs, a spacecraft instrument development program, and astromaterials curation, Lindstrom oversees education and public outreach for solar system exploration.
“Education is one of the most important things we can do,” said Lindstrom, who has partnered with educators and other scientists to develop a middle school curriculum on meteorites. “If we’re worried about our country’s technological decline … we’ve got to figure out ways to get people to major in math and science.”
As an effective way to motivate the next generation of explorers, Lindstrom encourages scientists and educators to dispel stereotypes about what it is to be a scientist, and to make students aware of all the possibilities science has to offer.
“When students think of science as something in the textbook and old men looking like Einstein in lab coats, then it doesn’t seem interesting,” Lindstrom said. “One of the best things scientists can do … is to show that they are normal people and that science is fun.”
And if that’s not incentive enough, there’s always the promise that, someday, a student could have an object in space or topographical feature here on Earth named after him or her.
Even a corporate executive can’t buy that kind of fame.
Attack Helicopter
Attack Helicopter AH-64 Apache
The AH-64 Apache attack helicopter was developed by Boeing. It is one of the most advanced attack helicopter in service today. It is a multi-mission attack helicopter and a very advanced and accurate battlefield weapon-delivery platform. It has day or night and all-weather flight capabilities in any climate zone.
Primary mission for the AH-64 Apache is a high-value target destruction. It is armed with a 30-mm M230 chain gun, Hydra 70 rocket pods and Hellfire missiles. It can carry up to 16 Hellfire anti-tank laser-guided missiles. This missile has a range of fire in up to 8 kilometers and can be also used against buildings and other material targets. Hydra rockets are mainly used against soldiers or light armored vehicles. The 30-mm chain gun has a combat load of 1 200 rounds. It can also carry air-to-air missiles for a close-range air defence. These include AIM 92 Stinger, AIM-9 Sidewinder, Mistral or Sidearm.
This helicopter has a number of survivability equipment, while some of it's vital mechanisms can resists hits from 23-mm gun fire. It has a common attack-helicopter arrangement with a co-pilot/gunner seating in front and the pilot behind him.
The AH-64 Apache is powered by two General Electric gas turbine engines. Each of them deliver 1 890 shaft horse power. In case one of the engine is damaged or failed, this helicopter can continue to fly powered by a single unit. The AH-64 has a maximum cruising speed of 230 km/h with a flight endurance of over three hours. Combat radius of this helicopter is approximately 150 kilometers.
There are two main variants of the AH-64. The AH-64A and improved AH-64D Longbow Apache. US Army and NATO countries operate over 800 Apache helicopters of both variants.
Friday, May 30, 2008
Fighter Aircraft JAK - 141
Fighter Aircraft JAK - 141
First JAK-141 test multipurpose fighter aircraft was built in 1986 in A.S.Jakovlev's Design Bureau. This is first aircraft in it's class, passed supersonic speed. New fighter have gained 12 global records including vertical speed up, reaching maximum height with 1 and 2 t load with vertical take-off and landing. In vertical speed up in 12 km JAK-141 "Freestyle" surpassed vertical take-off and landing fighter aircraft AV-8B"Harrier II" in 10 seconds. Furthermore it reached record in warm season with 1 t load while "Harrier" took-off without load in cold season (better conditions for aviation engines). JAK-141 "Freestyle" was firstly publicly shown Le'Burge in 38-th international airspace exhibition.
JAK-141 "Freestyle" is multipurpose vertical take-off and landing supersonic fighter intended to intercept air targets, attack ground and sea targets. It can be used on unprepared or small dimension runways or on ships as Naval multipurpose fighter. JAK-141 is able to take-off without maneuvers on runway directly from aviation dugout's run-track. This factor allows to make quick massive JAK's-141 squadron take-off involving in air combat or taking away from nuclear attack what was especially important during the "Cold War".
Navigational complex provides manual and automatic aircrafts piloting from take-off to landing day or night and in different weather condtions at all geographical regions. Aircraft's control system includes multi regime board radiolocation station with common indication and allows to use different weapon types. Some time ago developer's team decided the main aircrafts JAK-141 modernization directions: increasing flight and technical characteristics in case of increasing vertical engines power, increasing maximum fuel capacity and lowering aircrafts radiolocation visibility.
In case of financial troubles JAK-141 "Freestyle" haven't been developed serially yet. However such countries like Italy, India, Argentina have stated desire to purchase this aircraft for their national Air Force's. JAK-141 modernized variant got indexation JAK-41M
Solar powered aircrafts
Solar powered aircrafts
HELIOS project was a part of NASA's ERAST programme (Environmental Research Aircraft and Sensor Technology). It was developed by NASA and Californian company AeroVironment Inc. ERAST programme develops pilotless solar powered airplane technology. The HELIOS construction is based upon its predecessors like NASA's solar plane Pathfinder, which was successfully tested a few years prior to HELIOS. Due to its speed HELIOS was able to flew over the same spot for days or weeks, therefore, in the future such airc
rafts could substitute communication satellites. In the test flight on 13th August 2001, HELIOS reached the height of almost 30,000 meters. HELIOS was a slow airplane - if you ride a bicycle fast, you are quicker than HELIOS. It was a remotely controlled plane with no crew weighting less than most cars. However, it flew higher than any other plane powered solely by solar energy.
rafts could substitute communication satellites. In the test flight on 13th August 2001, HELIOS reached the height of almost 30,000 meters. HELIOS was a slow airplane - if you ride a bicycle fast, you are quicker than HELIOS. It was a remotely controlled plane with no crew weighting less than most cars. However, it flew higher than any other plane powered solely by solar energy. HELIOS - technical data
Wing span: 75,3 m Length: 3,6 m Wing thickness: 0.3 m Height: 2 m, without upper blades of the propelers Wing area: 186.6 m2 Mass: 600 kg - unloaded plane Allowed mass: up to 930 kg, depends on flight purpose and available energy. Cargo: up to 330 kg, depends on measurement equipment weight. Propulsion: 14 DC brushless electric motors (the power of
each motor is 1,5 kW) with two blades, specialy designed for high altitude flights. The weight of each motor is less than 5 kg. Length of both propeller blades is 1,7 m. Energy source: Bifacial solar cells - dimmensions 1.25" x 2.75" (Front side efficiency 22 %, backside efficiency 11 %) placed on transparent wings. Energy source in the dark are lithium batteries. Fuell cells will be used as main energy source in the dark in the future. Speed: Typical flight speed is 30 to 40 km/h. The highest speed is 270 km/h. Flight height: Maximal flight height is 30000 m - typical height depends on flight mission and it is typical 15000 to 22000 m. Flight: The anticipated authonomy in the future together with fuell cells will reach for uninterupted flights (several months of authonomy). Materials: All main parrts of the plane are made of carbon fibres and styrofoam. Wings are covered with special designed and produced plastic sheet.
each motor is 1,5 kW) with two blades, specialy designed for high altitude flights. The weight of each motor is less than 5 kg. Length of both propeller blades is 1,7 m. Energy source: Bifacial solar cells - dimmensions 1.25" x 2.75" (Front side efficiency 22 %, backside efficiency 11 %) placed on transparent wings. Energy source in the dark are lithium batteries. Fuell cells will be used as main energy source in the dark in the future. Speed: Typical flight speed is 30 to 40 km/h. The highest speed is 270 km/h. Flight height: Maximal flight height is 30000 m - typical height depends on flight mission and it is typical 15000 to 22000 m. Flight: The anticipated authonomy in the future together with fuell cells will reach for uninterupted flights (several months of authonomy). Materials: All main parrts of the plane are made of carbon fibres and styrofoam. Wings are covered with special designed and produced plastic sheet. 
Two hours before flight
Two hours before flight, Air India aircraft’s nose wheel gear collapses
Mum, May 16 Ground engineer under belly has narrow miss as engineer in cockpit puts front wheel lever into retract position; both engineers suspended; leased aircraft was to depart for Dubai
The nose wheel gear of a Dubai-bound Air India Boeing 777 collapsed today around 1.30 pm, two hours before it was bound to take off, the second incident involving the airline’s aircraft in two days at the Chhatrapati Shivaji International Airport. An engineer carrying out maintenance work under the aircraft’s belly had a narrow escape.
The incident occurred when the aircraft was still in the maintenance area, at Bay 48. “It’s a leased aircraft and not owned by Air India,” said an Air India spokesperson. “Prima facie, the nose gear seems to have collapsed but the plane was still in the maintenance area while designated to fly to Dubai.”
He said nobody was injured in the incident.
On Thursday, the door of an Airbus A-320 was damaged after the still-attached aerobridge slammed against it as the pushback vehicle at the rear wheels began to move. he passengers had already boarded.
It is standard procedure for engineers to carry out maintenance tests on a departing plane. Sources said the plane’s landing lever, known technically as a retraction lever, was put into the ‘retract’ position forcing the front wheel of the plane to collapse while it was still standing. The landing lever is put into this position once the aircraft hits airspace, allowing the wheels of the plane to retract into the aircraft.
“Prima facie, it appears to be a case of human error as the ground engineer should have fixed the nose pin on top of the front wheel before testing the landing lever,” said an air safety expert, not wishing to be named. The nose pin is a thick titanium pin that fixed on top of the front wheel of the aircraft so that even when the lever is ‘retracted’, the front wheel cannot collapse.
While an aircraft engineer named Panchal was testing the plane from the cockpit, it was ground engineer Manoj Nair, under its belly, who reportedly saw the plane vibrating violently. He escaped unhurt, narrowly. The Dubai-bound plane, the AI 717, is a Boeing 777 and among the new aircraft in Air India’s stable, leased from the United Airlines.
The airline spokesperson said that while human error could not be ruled out, the two engineers concerned have been suspended pending an inquiry. He also refuted charges of the aircraft had vibrated before its nose collapsed, saying no aircraft can vibrate when its engine is switched off.
“While nothing can be said before investigations are completed as you have to carefully go through every minute detail. However, you cannot ignore the fact that it is a very serious incident — there is no doubt about that,” said senior civil aviation advisor and a former Director of Civil Aviation, H.S Khola.
The nose wheel gear of a Dubai-bound Air India Boeing 777 collapsed today around 1.30 pm, two hours before it was bound to take off, the second incident involving the airline’s aircraft in two days at the Chhatrapati Shivaji International Airport. An engineer carrying out maintenance work under the aircraft’s belly had a narrow escape.
The incident occurred when the aircraft was still in the maintenance area, at Bay 48. “It’s a leased aircraft and not owned by Air India,” said an Air India spokesperson. “Prima facie, the nose gear seems to have collapsed but the plane was still in the maintenance area while designated to fly to Dubai.”
He said nobody was injured in the incident.
On Thursday, the door of an Airbus A-320 was damaged after the still-attached aerobridge slammed against it as the pushback vehicle at the rear wheels began to move. he passengers had already boarded.
It is standard procedure for engineers to carry out maintenance tests on a departing plane. Sources said the plane’s landing lever, known technically as a retraction lever, was put into the ‘retract’ position forcing the front wheel of the plane to collapse while it was still standing. The landing lever is put into this position once the aircraft hits airspace, allowing the wheels of the plane to retract into the aircraft.
“Prima facie, it appears to be a case of human error as the ground engineer should have fixed the nose pin on top of the front wheel before testing the landing lever,” said an air safety expert, not wishing to be named. The nose pin is a thick titanium pin that fixed on top of the front wheel of the aircraft so that even when the lever is ‘retracted’, the front wheel cannot collapse.
While an aircraft engineer named Panchal was testing the plane from the cockpit, it was ground engineer Manoj Nair, under its belly, who reportedly saw the plane vibrating violently. He escaped unhurt, narrowly. The Dubai-bound plane, the AI 717, is a Boeing 777 and among the new aircraft in Air India’s stable, leased from the United Airlines.
The airline spokesperson said that while human error could not be ruled out, the two engineers concerned have been suspended pending an inquiry. He also refuted charges of the aircraft had vibrated before its nose collapsed, saying no aircraft can vibrate when its engine is switched off.
“While nothing can be said before investigations are completed as you have to carefully go through every minute detail. However, you cannot ignore the fact that it is a very serious incident — there is no doubt about that,” said senior civil aviation advisor and a former Director of Civil Aviation, H.S Khola.
Similar incident last year in Delhi
On April 9, 2007, at New Delhi’s IGI Airport, an Air India Shanghai-Bangkok-Delhi flight made an emergency landing after its landing gear collapsed. The plane had landed under full emergency conditions as a technical snag occurred in the locking system of the front landing gear. Just as the aircraft was being towed away, its nose wheel gear had collapsed, blocking the main runway.
On April 9, 2007, at New Delhi’s IGI Airport, an Air India Shanghai-Bangkok-Delhi flight made an emergency landing after its landing gear collapsed. The plane had landed under full emergency conditions as a technical snag occurred in the locking system of the front landing gear. Just as the aircraft was being towed away, its nose wheel gear had collapsed, blocking the main runway.
Aviation - a growing industry
Aviation - a growing industry
Among all transport modes aviation is the one with the highest growth rates. The annual growth is at the moment and most likely in the near future about 5% for passenger transport and 6% for freight transport.
The present climate influence of aviation on the greenhouse effect is maybe smaller than some of us think, but the emissions increase and reductions are much more difficult to achieve than in other areas.
Aviation carbon dioxide emissions, the most important greenhouse gas, presently stand at around 2% of total carbon dioxide emissions from human activities. This share is projected to grow to about 3% by 2050. However, the contribution to global warming is higher, because there are additional mechanisms triggered by emissions from aircraft. We are going to learn about the details in this chapter.
1. Aviation is a transport sector still on the way up. Airbus A319 Source: freefoto.com
The total contribution of aviation on climate change is therefore estimated to be in the range of 3 – 3.5% and could grow to 5% by 2050 (estimations published by IATA*). This does not yet include the impact of cirrus clouds about which the present knowledge is still too poor.
2. So far and projected growth in freight in freight ton kilometers (FTK) according to an estimation from Boeing 2002. Source: Aviation and Sustainability, Stockholm Environment Institute.
Therefore, reducing the impact of aviation to global warming is a necessary and relevant process and a big challenge. The aviation industry has a strong interest to optimise fuel efficiency, so that the engine efficiency of new airplanes is usually the best possible at the respective date of construction. Thus, technical progress in engine efficiency will not offset the high growth rates. It never did in the recent past.
Commercial aircrafts flying on other fuels than kerosene are not yet developed for the day-to-day market. Since the life time of a new airplane is about 30 years, it is clear that the technical development will not prevent that kerosene consumption in aviation will grow during the next 40 years. Other measures have to be taken, if the global warming impact of aviation shall be reduced. We have to focus on a reduction of air transport during the next 30-50 years as long as no clean technologies are found.
Among all transport modes aviation is the one with the highest growth rates. The annual growth is at the moment and most likely in the near future about 5% for passenger transport and 6% for freight transport.
The present climate influence of aviation on the greenhouse effect is maybe smaller than some of us think, but the emissions increase and reductions are much more difficult to achieve than in other areas.
Aviation carbon dioxide emissions, the most important greenhouse gas, presently stand at around 2% of total carbon dioxide emissions from human activities. This share is projected to grow to about 3% by 2050. However, the contribution to global warming is higher, because there are additional mechanisms triggered by emissions from aircraft. We are going to learn about the details in this chapter.
1. Aviation is a transport sector still on the way up. Airbus A319 Source: freefoto.com
The total contribution of aviation on climate change is therefore estimated to be in the range of 3 – 3.5% and could grow to 5% by 2050 (estimations published by IATA*). This does not yet include the impact of cirrus clouds about which the present knowledge is still too poor.
2. So far and projected growth in freight in freight ton kilometers (FTK) according to an estimation from Boeing 2002. Source: Aviation and Sustainability, Stockholm Environment Institute.
Therefore, reducing the impact of aviation to global warming is a necessary and relevant process and a big challenge. The aviation industry has a strong interest to optimise fuel efficiency, so that the engine efficiency of new airplanes is usually the best possible at the respective date of construction. Thus, technical progress in engine efficiency will not offset the high growth rates. It never did in the recent past.
Commercial aircrafts flying on other fuels than kerosene are not yet developed for the day-to-day market. Since the life time of a new airplane is about 30 years, it is clear that the technical development will not prevent that kerosene consumption in aviation will grow during the next 40 years. Other measures have to be taken, if the global warming impact of aviation shall be reduced. We have to focus on a reduction of air transport during the next 30-50 years as long as no clean technologies are found.
Thursday, May 29, 2008
Aircrafts Traders Belgium
Aircrafts Traders Belgium
Are you in the market for an aircraft ?
We’ll find it for you! AIRCRAFT TRADERS BELGIUM will subject your needs to the most meticulous analysis so as to determine the type of aircraft best suited to your needs. We will take into account anticipated usage and expected workload, as well, of course, as your budgetary goals. We will study the market’s potential to satisfy the body of your personal or corporate needs, in budgetary and technical matters. With AIRCRAFT TRADERS BELGIUM, you sidestep the tedious burden of shopping, and armed with judiciously and professionally targeted data, you will be afforded the opportunity to make a clear-headed decision.
BELGIUM - SOUTH AFRICA - DUBAI
LAST NEWS, LAST NEWS, LAST NEWS, LAST NEWS...
Are you in the market for an aircraft ?
We’ll find it for you! AIRCRAFT TRADERS BELGIUM will subject your needs to the most meticulous analysis so as to determine the type of aircraft best suited to your needs. We will take into account anticipated usage and expected workload, as well, of course, as your budgetary goals. We will study the market’s potential to satisfy the body of your personal or corporate needs, in budgetary and technical matters. With AIRCRAFT TRADERS BELGIUM, you sidestep the tedious burden of shopping, and armed with judiciously and professionally targeted data, you will be afforded the opportunity to make a clear-headed decision.
BELGIUM - SOUTH AFRICA - DUBAI
LAST NEWS, LAST NEWS, LAST NEWS, LAST NEWS...
Availability immediately / Worldwide capability / Payload 18 Tons / Volume 120 m3 / JT8D-17
Wednesday, May 28, 2008
Longmont, CO / 303-651-6300
Air Qwest is an Aircraft Dealer located in Denver, Colorado. We offer a variety of products and services, which include Buyer's Agent, Brokerage, Incorporation Services, Aircraft Repossessions and Auctions, Training, Relocation Services and Aircraft Delivery. You will find Beech, Mooney, Cessna, Piper and other manufacturer's of single and twin engine piston aircraft for sale and auction at our site. We purchase airplanes for inventory and pay referral fees for customer references. We advertise in many publications including Trade-A-Plane, Controller and ASO.
Your input is appreciated:We are continuously evaluating our services to impro
ve our offerings and better service your needs. If there is something you desire that does not appear to be available, please let us know. We would appreciate any comments or suggestions you have.
Air Qwest, Inc.
Your input is appreciated:We are continuously evaluating our services to impro
ve our offerings and better service your needs. If there is something you desire that does not appear to be available, please let us know. We would appreciate any comments or suggestions you have.Air Qwest, Inc.
Tuesday, May 27, 2008
Aircraft Hangar Doors
Aircraft Hangar DoorsSchweiss Bi-Fold Doors leads the bifold door industry in quality, innovation, design, and price--making us America's top resource for bifold doors with options. When looking for a large door, hydraulic or bifold, we can build it. We also offer a wide array of optional features.
Aircraft Hangar Doors
Our convenient lift straps, auto latches, and remote control features make our bi fold doors perfect for most aircraft hangar building designs. Our aircraft hangar doors are custom built to order so you won't have to design your hangar around the door. Instead, focus on building the perfect hangar for your needs. Whether you design your building for small aircraft storage or as a large commercial aircraft hangar, our doors will fit your building as if they were part of the original design. Popular uses of our large doors include;• agricultural bi-fold doors• industrial doors and commercial doorsSchweiss Bi-Fold Doors guarantees the best custom bifold doors on the market.Our site offers assistance with;• installing bifold doors• upgrading your existing building• helping you find the best bi-fold door for your needs.We invite you to discover why thousands of our customers have found Schweiss to be better than other bifold door manufacturers for large door needs. Our airport customers recommend Schweiss Bi-Fold Doors as their #1 aircraft hanger door manufacturer!
Aircraft Hangar Doors
Our convenient lift straps, auto latches, and remote control features make our bi fold doors perfect for most aircraft hangar building designs. Our aircraft hangar doors are custom built to order so you won't have to design your hangar around the door. Instead, focus on building the perfect hangar for your needs. Whether you design your building for small aircraft storage or as a large commercial aircraft hangar, our doors will fit your building as if they were part of the original design. Popular uses of our large doors include;• agricultural bi-fold doors• industrial doors and commercial doorsSchweiss Bi-Fold Doors guarantees the best custom bifold doors on the market.Our site offers assistance with;• installing bifold doors• upgrading your existing building• helping you find the best bi-fold door for your needs.We invite you to discover why thousands of our customers have found Schweiss to be better than other bifold door manufacturers for large door needs. Our airport customers recommend Schweiss Bi-Fold Doors as their #1 aircraft hanger door manufacturer!
One-Piece Hydraulic Doors
The new One-Piece® HYDRAULIC DOOR design is another alternative to the bifold folding door. These single-panel doors lift up and swing away from your building with the push of a button. These large doors are powered by a high quality hydraulic pump that can be conveniently located away from the door opening to keep the clean look. Schweiss ONE-PIECE® HYDRAULIC DOORS require no headroom loss so retrofitting to existing structures such as a t-hangar, storage building, machine shed, or a garage, can help you gain additional overhead clearance required to utilize your steel or wood structure's full clear opening.
The new One-Piece® HYDRAULIC DOOR design is another alternative to the bifold folding door. These single-panel doors lift up and swing away from your building with the push of a button. These large doors are powered by a high quality hydraulic pump that can be conveniently located away from the door opening to keep the clean look. Schweiss ONE-PIECE® HYDRAULIC DOORS require no headroom loss so retrofitting to existing structures such as a t-hangar, storage building, machine shed, or a garage, can help you gain additional overhead clearance required to utilize your steel or wood structure's full clear opening.
Monday, May 26, 2008
Holland opens their first offshore wind farm
Wednesday marked the opening of the Netherland's first offshore wind farm, built by Shell and Nuon, a Dutch power utility. The 200 million euro project boasts a 108 megawatt farm on the North Sea, which will also be function as a research center to expand knowledge and observe how marine life is affected.
Going off land seems to be the only way that Holland's new coalition government can accomplish their (and the EU's) goal of 20 percent of their energy coming from renewable sources by 2020. In 2006, 2.37% of the Netherlands' total electricity came from wind power. Until recently, the licensing process for wind power projects took five years, and the government had prohibited building wind farms on the North Sea.
Offshore windfarms are good for several reasons. For one thing, the wind is much stronger at sea, and the open space allows for much larger turbines. The trend is more popular in Europe, where land area is limited and shallow water is abundant and accessible. The US generally has enough land space to accomodate windmills, although an offshore park is to be built off Cape Cod in the next two years. Much of America's coast is to deep for off-shore farms to be a practical solution, as production cost increases with a greater water depth and larger waves.
Offshore farms are said to be barely visible from land and designed in a place that won't interfere with shipping. Boston based energy consulting firm La Capra Associates predicts the Cape Wind project in Massachusetts to save the New England electricity market $25 million per year, and will decrease the region's harmful emissions. The system will lower demand for natural gas, which could lead to lower natural gas prices in the region.
Going off land seems to be the only way that Holland's new coalition government can accomplish their (and the EU's) goal of 20 percent of their energy coming from renewable sources by 2020. In 2006, 2.37% of the Netherlands' total electricity came from wind power. Until recently, the licensing process for wind power projects took five years, and the government had prohibited building wind farms on the North Sea.
Offshore windfarms are good for several reasons. For one thing, the wind is much stronger at sea, and the open space allows for much larger turbines. The trend is more popular in Europe, where land area is limited and shallow water is abundant and accessible. The US generally has enough land space to accomodate windmills, although an offshore park is to be built off Cape Cod in the next two years. Much of America's coast is to deep for off-shore farms to be a practical solution, as production cost increases with a greater water depth and larger waves.
Offshore farms are said to be barely visible from land and designed in a place that won't interfere with shipping. Boston based energy consulting firm La Capra Associates predicts the Cape Wind project in Massachusetts to save the New England electricity market $25 million per year, and will decrease the region's harmful emissions. The system will lower demand for natural gas, which could lead to lower natural gas prices in the region.
Friday, May 23, 2008
Aviation Modelworks
Welcome to Aviation Modelworks!
WE'RE having a BIG SALE! Get your favorite model airplanes and military plaques at their lowest price ! Visit the SPECIALS page for BIG DISCOUNTS!
**We update our SALE ITEMS weekly, so make sure to come back to our site!**We offer WHOLESALE PRICE! Buy
5 or more model aircrafts and you'll be able to avail your favorite aircrafts at their wholesale price! CONTACT US now!
Aviation Modelworks delivers handmade scale models of airplanes, fighter aircrafts and helicopters such as military models, business models, world war 2 models, airline and commercial models. Each scale model that we offer is made only of the highest quality materials and handcrafted from the finest mahogany wood. Our craftsmen and artisans carefully hand-carved and hand-painted each model aircraft to produce an exact replica of the original airplane -- including the aircraft's bombs, rockets, missiles, droptanks, and more.
Here at Aviation Modelworks, we provide you with a selection of more than 1,000 different hand made scale model airplanes. These include aircrafts used during World War I, World War II, Korean War, Cold War, Vietnam War, and other significant eras. We also offer model aircrafts signed by famous war pilots.
We offer a wide variety of handmade scale aircraft models made of mahogany and other composite materials that would perfectly blend with your exquisite collection or display models. Among these are military aircraft models, helicopter models, aviation models and many more. Our model airplanes and helicopters will go perfectly with your collection or art gallery. They can also be given away as executive gifts, premium and promotional incentives, and many more.
Each scale model aircraft comes with a natural stained mahogany stand ready to display on your desk. To further replicate the original aircrafts to scale, the details of our model aircrafts include the actual insignias, squadron badges, nose-art, emblems, serial numbers. We can also accommodate customization such as logos that you want carved into the stand of the model or a brass plaque with your personal inscription.
Our scale model airplanes and model helicopters are the highest valued collectible in their price range.
WE'RE having a BIG SALE! Get your favorite model airplanes and military plaques at their lowest price ! Visit the SPECIALS page for BIG DISCOUNTS!
**We update our SALE ITEMS weekly, so make sure to come back to our site!**We offer WHOLESALE PRICE! Buy
5 or more model aircrafts and you'll be able to avail your favorite aircrafts at their wholesale price! CONTACT US now!Aviation Modelworks delivers handmade scale models of airplanes, fighter aircrafts and helicopters such as military models, business models, world war 2 models, airline and commercial models. Each scale model that we offer is made only of the highest quality materials and handcrafted from the finest mahogany wood. Our craftsmen and artisans carefully hand-carved and hand-painted each model aircraft to produce an exact replica of the original airplane -- including the aircraft's bombs, rockets, missiles, droptanks, and more.
Here at Aviation Modelworks, we provide you with a selection of more than 1,000 different hand made scale model airplanes. These include aircrafts used during World War I, World War II, Korean War, Cold War, Vietnam War, and other significant eras. We also offer model aircrafts signed by famous war pilots.
We offer a wide variety of handmade scale aircraft models made of mahogany and other composite materials that would perfectly blend with your exquisite collection or display models. Among these are military aircraft models, helicopter models, aviation models and many more. Our model airplanes and helicopters will go perfectly with your collection or art gallery. They can also be given away as executive gifts, premium and promotional incentives, and many more.
Each scale model aircraft comes with a natural stained mahogany stand ready to display on your desk. To further replicate the original aircrafts to scale, the details of our model aircrafts include the actual insignias, squadron badges, nose-art, emblems, serial numbers. We can also accommodate customization such as logos that you want carved into the stand of the model or a brass plaque with your personal inscription.
Our scale model airplanes and model helicopters are the highest valued collectible in their price range.
MILITARY AIRCRAFTS
MILITARY AIRCRAFTS
Questo sito è interamente dedicato a fotografie e notizie di vario genere su alcuni degli aerei ed elicotteri militari in uso attuale presso le forze armate nel mondo, con particolare attenzione per ciò che riguarda l'Aeronautica Militare Italiana.
Questo è il campo in cui ritengo di essere più preparato per costruire un sito web e sarei molto felice se riuscissi a trasmettere la passione per l'aria e gli aerei anche tra coloro che prima d'ora hanno guardato il mondo del volo con indifferenza.
Se state cercando delle fotografie spettacolari o informazioni riguardanti il vostro aereo preferito (prossimamente sarà anmpliata la pagina dedicata all'aviazione civile)), siete nel posto giusto amici, dato che vi viene offerta un'ampia galleria fotografica e numerose caratteristiche tecniche per ogni velivolo trattato.
La maggior parte del sito è dedicata ai mezzi dell'Aeronautica Militare, dato che sarebbe un lavoro troppo ingente classificare gli aerei di più Stati al mondo, ma nella galleria foto troverete anche ritratti "calibri" del tipo F-15, F-16, SU-27, JAS-39, "Huey", CH-53 ed altri.
Questo è il campo in cui ritengo di essere più preparato per costruire un sito web e sarei molto felice se riuscissi a trasmettere la passione per l'aria e gli aerei anche tra coloro che prima d'ora hanno guardato il mondo del volo con indifferenza.
Se state cercando delle fotografie spettacolari o informazioni riguardanti il vostro aereo preferito (prossimamente sarà anmpliata la pagina dedicata all'aviazione civile)), siete nel posto giusto amici, dato che vi viene offerta un'ampia galleria fotografica e numerose caratteristiche tecniche per ogni velivolo trattato.
La maggior parte del sito è dedicata ai mezzi dell'Aeronautica Militare, dato che sarebbe un lavoro troppo ingente classificare gli aerei di più Stati al mondo, ma nella galleria foto troverete anche ritratti "calibri" del tipo F-15, F-16, SU-27, JAS-39, "Huey", CH-53 ed altri.
Bloomberg's Big Plans
Bloomberg's Big Plans
This year's Earth Day proved to be a bigger affair than usual due to recent attention to global warming, and the city of New York was no exception. In a speech at the Museum of Natural History, Mayor Bloomberg unveiled PlaNYC: A Greener, Greater New York, his grand scheme to make NYC the cleanest and most efficient of them all. The speech highlighted 127 separate initiatives that the government will take to improve 9 broader problems, from transportation to water quality. The plan includes a goal of reducing carbon emissions by 30% by the year 2030. With 984 days left in office, Bloomberg cites the thriving status of the city as reason to actively persue such an ambitious project that will accommodate more people in the 5 burroughs.Brownfield remediation is one of the 9 areas of focus. The implementation of on-site testing, soil analysis, a new City office to focus on brownfield treatment, and a $15 million dollar fund for brownfield redevelopment are just a few of the initiatives planned to attack the problem.In terms of housing, Bloomberg proposed development in areas with easy access to public transport, restoring unused waterfront property around the city, converting vacant schools, hospitals, and outdated municipal facilities into new housing, and constructing decks over transportation infrasturcture to create inhabitable land.He stressed the need for more open space and parkland that is accessible to residents of every neighborhood. This will be implemented by opening city-wide schoolyards as public playgrounds, giving access to the better sports fields to all athletic teams, converting asphalt into multi-use turf fields, and installing lights at fields to allow for nighttime use, among several other initiatives.A steep tax for cars entering the city below 86th street is one of the several initiatives aimed at improving transportation in the city. In addition to that, Bloomberg hopes to provide new and improved commuter rails to Manhattan, make transit more accessible to neglected areas and improve the transit system throughout the city, finish the city's 1,800 mile bike master plan to increase bicycle use, and many other transit and toll related plans.
Many of the 127 points fall under the energy reform plan, and some of these include adapting building codes that support energy efficiency, creating a city department that focuses on efficient energy use, enpanding New York's natural gas infrastructure, more solar energy in city buildings, and exploring waste-to-energy technology (I knew it wasn't far off!).
To improve water networks, Bloomberg plans to build an ultraviolet disinfection plant, build a filtration plant to protect the Croton supply, begin a water conservation plan to lower consumption by 60 million gallons per day, and complete and repair several of the water tunnels around the city, including a backup tunnel to Staten Island.
In terms of water quality, the plan includes implementing ribbed mussel beds, reduce combine d sewage overflow, and complete the long term control plans for the 14 watersheds in NYC.
Bloomberg connects air quality improvements to the transportation initatives, and also plans to waive sales tax on clean cars, help the MTA, port authority, and dept. of transportation to promote hybrid vehicles, expand the use of biodeisel and alternative fuels for city trucks, ferries, schoolbusses, and taxis. The plan also aims to reforest 2,000 acres of parkland and plant 1 million trees in empty lots over the next 10 years.
To combat climate change, Bloomberg hopes to reduce emissions by 60-80% by the year 2050. This requires creating a special taskforce to maintain the city's infrastructure while implementing new initiatives, teaming up with coastal neighborhoods to create site specific remedies, update FEMA's 100-year floodplain maps to take climate change impacts into account, and changing building codes within the city to address climate change.
It's a very ambitious plan, but I can't quite figure out where all the money for the big clean up will come from. On top of that many of the initiatives are rather vague and don't actually specify WHAT the government will DO to accomplish the goal. But this is the kind of action that all cities need to take, and it's better to be overly ambitious than indifferent. It'll be interesting to see what he DOES accomplish in the 984 days left in office....
Many of the 127 points fall under the energy reform plan, and some of these include adapting building codes that support energy efficiency, creating a city department that focuses on efficient energy use, enpanding New York's natural gas infrastructure, more solar energy in city buildings, and exploring waste-to-energy technology (I knew it wasn't far off!).
To improve water networks, Bloomberg plans to build an ultraviolet disinfection plant, build a filtration plant to protect the Croton supply, begin a water conservation plan to lower consumption by 60 million gallons per day, and complete and repair several of the water tunnels around the city, including a backup tunnel to Staten Island.
In terms of water quality, the plan includes implementing ribbed mussel beds, reduce combine d sewage overflow, and complete the long term control plans for the 14 watersheds in NYC.
Bloomberg connects air quality improvements to the transportation initatives, and also plans to waive sales tax on clean cars, help the MTA, port authority, and dept. of transportation to promote hybrid vehicles, expand the use of biodeisel and alternative fuels for city trucks, ferries, schoolbusses, and taxis. The plan also aims to reforest 2,000 acres of parkland and plant 1 million trees in empty lots over the next 10 years.
To combat climate change, Bloomberg hopes to reduce emissions by 60-80% by the year 2050. This requires creating a special taskforce to maintain the city's infrastructure while implementing new initiatives, teaming up with coastal neighborhoods to create site specific remedies, update FEMA's 100-year floodplain maps to take climate change impacts into account, and changing building codes within the city to address climate change.
It's a very ambitious plan, but I can't quite figure out where all the money for the big clean up will come from. On top of that many of the initiatives are rather vague and don't actually specify WHAT the government will DO to accomplish the goal. But this is the kind of action that all cities need to take, and it's better to be overly ambitious than indifferent. It'll be interesting to see what he DOES accomplish in the 984 days left in office....
Thursday, May 22, 2008
McCain lost five U.S. Navy aircraft
McCain lost five U.S. Navy aircraft
Navy pilot John Sidney McCain III should have never been allowed to graduate from the U.S. Navy flight school. He was a below average student and a lousy pilot. Had his father and grandfather not been famous four star U.S. Navy admirals, McCain III would have never been allowed in the cockpit of a military aircraft.
His father John S. "Junior" McCain was commander of U.S. forces in Europe later becoming commander of American forces in Vietnam while McCain III was being held prisoner of war. McCain III's grandfather John S. McCain, Sr. commanded naval aviation at the Battle of Okinawa in 1945.
During his relative short stunt on flight status, McCain III lost five U.S. Navy aircraft, four in accidents and one in combat.
Robert Timberg, author of The Nightingale's Song, a book about Annapolis graduates and their tours in Vietnam, wrote that McCain "learned to fly at Pensacola, though his performance was below par, at best good enough to get by. He liked flying, but didn't love it."
McCain III lost jet number one in 1958 when he plunged into Corpus Christi Bay while practicing landings. He was knocked unconscious by the impact coming to as the plane settled to the bottom.
McCain's second crash occurred while he was deployed in the Mediterranean. "Flying too low over the Iberian Peninsula," Timberg wrote, "he took out some power lines [reminiscent of the 1998 incident in which a Marine Corps jet sliced through the cables of a gondola at an Italian ski resort, killing 20] which led to a spate of newspaper stories in which he was predictably identified as the son of an admiral."
McCain's third crash three occurred when he was returning from flying a Navy trainer solo to Philadelphia for an Army-Navy football game.
Timberg reported that McCain radioed, "I've got a flameout" and went through standard relight procedures three times before ejecting at one thousand feet. McCain landed on a deserted beach moments before the plane slammed into a clump of trees.
McCain's fourth aircraft loss occurred July 29, 1967, soon after he was assigned to the USS Forrestal as an A-4 Skyhawk pilot. While seated in the cockpit of his aircraft waiting his turn for takeoff, an accidently fired rocket slammed into McCain's plane. He escaped from the burning aircraft, but the explosions that followed killed 134 sailors, destroyed at least 20 aircraft, and threatened to sink the ship.
McCain's fifth loss happened during his 23rd mission over North Vietnam on Oct. 26, 196
7, when McCain's A-4 Skyhawk was shot down by a surface-to-air missile. McCain ejected from the plane breaking both arms and a leg in the process and subsequently parachuted into Truc Bach Lake near Hanoi.
After being drug from the lake, a mob gathered around McCain, spit on him, kicked him and stripped him of his clothing. He was bayoneted in his left foot and his shoulder crushed by a rifle butt. He was then transported to the Hoa Lo Prison, also known as the Hanoi Hilton.
After being periodically slapped around for "three or four days" by his captors who wanted military information, McCain called for an officer on his fourth day of captivity. He told the officer, "O.K., I'll give you military information if you will take me to the hospital." -U.S. News and World Report, May 14, 1973 article written by former POW John McCain.
"Demands for military information were accompanied by threats to terminate my medical treatment if I [McCain] did not cooperate. Eventually, I gave them my ship's name and squadron number, and confirmed that my target had been the power plant." Page 193-194, Faith of My Fathers by John McCain.
When the communist learned that McCain's father was Admiral John S. McCain, Jr., the soon-to-be commander of all U.S. Forces in the Pacific, he was rushed to Gai Lam military hospital (U.S. government documents), a medical facility normally unavailable for U.S. POWs.
The communist Vietnamese figured, because POW McCain's father was of such high military rank, that he was of royalty or the governing circle. Thereafter the communist bragged that they had captured "the crown prince."
For 23 combat missions (an estimated 20 hours over enemy territory), the U.S. Navy awarded McCain a Silver Star, a Legion of Merit for Valor, a Distinguished Flying Cross, three Bronze Stars, two Commendation medals plus two Purple Hearts and a dozen service medals.
"McCain had roughly 20 hours in combat," explains Bill Bell, a veteran of Vietnam and former chief of the U.S. Office for POW/MIA Affairs -- the first official U.S. representative in Vietnam since the 1973 fall of Saigon. "Since McCain got 28 medals," Bell continues, "that equals out to about a medal-and-a-half for each hour he spent in combat. There were infantry guys -- grunts on the ground -- who had more than 7,000 hours in combat and I can tell you that there were times and situations where I'm sure a prison cell would have looked pretty good to them by comparison. The question really is how many guys got that number of medals for not being shot down."
For years, McCain has been an unchecked master at manipulating an overly friendly and biased news media. The former POW turned Congressman, turned U.S. Senator, has managed to gloss over his failures as a pilot and collaborations with the enemy by exaggerating his military service and lying about his feats of heroism.
McCain has sprouted a halo and wings to become America's POW-hero presidential candidate.
His father John S. "Junior" McCain was commander of U.S. forces in Europe later becoming commander of American forces in Vietnam while McCain III was being held prisoner of war. McCain III's grandfather John S. McCain, Sr. commanded naval aviation at the Battle of Okinawa in 1945.
During his relative short stunt on flight status, McCain III lost five U.S. Navy aircraft, four in accidents and one in combat.
Robert Timberg, author of The Nightingale's Song, a book about Annapolis graduates and their tours in Vietnam, wrote that McCain "learned to fly at Pensacola, though his performance was below par, at best good enough to get by. He liked flying, but didn't love it."
McCain III lost jet number one in 1958 when he plunged into Corpus Christi Bay while practicing landings. He was knocked unconscious by the impact coming to as the plane settled to the bottom.
McCain's second crash occurred while he was deployed in the Mediterranean. "Flying too low over the Iberian Peninsula," Timberg wrote, "he took out some power lines [reminiscent of the 1998 incident in which a Marine Corps jet sliced through the cables of a gondola at an Italian ski resort, killing 20] which led to a spate of newspaper stories in which he was predictably identified as the son of an admiral."
McCain's third crash three occurred when he was returning from flying a Navy trainer solo to Philadelphia for an Army-Navy football game.
Timberg reported that McCain radioed, "I've got a flameout" and went through standard relight procedures three times before ejecting at one thousand feet. McCain landed on a deserted beach moments before the plane slammed into a clump of trees.
McCain's fourth aircraft loss occurred July 29, 1967, soon after he was assigned to the USS Forrestal as an A-4 Skyhawk pilot. While seated in the cockpit of his aircraft waiting his turn for takeoff, an accidently fired rocket slammed into McCain's plane. He escaped from the burning aircraft, but the explosions that followed killed 134 sailors, destroyed at least 20 aircraft, and threatened to sink the ship.
McCain's fifth loss happened during his 23rd mission over North Vietnam on Oct. 26, 196
7, when McCain's A-4 Skyhawk was shot down by a surface-to-air missile. McCain ejected from the plane breaking both arms and a leg in the process and subsequently parachuted into Truc Bach Lake near Hanoi.After being drug from the lake, a mob gathered around McCain, spit on him, kicked him and stripped him of his clothing. He was bayoneted in his left foot and his shoulder crushed by a rifle butt. He was then transported to the Hoa Lo Prison, also known as the Hanoi Hilton.
After being periodically slapped around for "three or four days" by his captors who wanted military information, McCain called for an officer on his fourth day of captivity. He told the officer, "O.K., I'll give you military information if you will take me to the hospital." -U.S. News and World Report, May 14, 1973 article written by former POW John McCain.
"Demands for military information were accompanied by threats to terminate my medical treatment if I [McCain] did not cooperate. Eventually, I gave them my ship's name and squadron number, and confirmed that my target had been the power plant." Page 193-194, Faith of My Fathers by John McCain.
When the communist learned that McCain's father was Admiral John S. McCain, Jr., the soon-to-be commander of all U.S. Forces in the Pacific, he was rushed to Gai Lam military hospital (U.S. government documents), a medical facility normally unavailable for U.S. POWs.
The communist Vietnamese figured, because POW McCain's father was of such high military rank, that he was of royalty or the governing circle. Thereafter the communist bragged that they had captured "the crown prince."
For 23 combat missions (an estimated 20 hours over enemy territory), the U.S. Navy awarded McCain a Silver Star, a Legion of Merit for Valor, a Distinguished Flying Cross, three Bronze Stars, two Commendation medals plus two Purple Hearts and a dozen service medals.
"McCain had roughly 20 hours in combat," explains Bill Bell, a veteran of Vietnam and former chief of the U.S. Office for POW/MIA Affairs -- the first official U.S. representative in Vietnam since the 1973 fall of Saigon. "Since McCain got 28 medals," Bell continues, "that equals out to about a medal-and-a-half for each hour he spent in combat. There were infantry guys -- grunts on the ground -- who had more than 7,000 hours in combat and I can tell you that there were times and situations where I'm sure a prison cell would have looked pretty good to them by comparison. The question really is how many guys got that number of medals for not being shot down."
For years, McCain has been an unchecked master at manipulating an overly friendly and biased news media. The former POW turned Congressman, turned U.S. Senator, has managed to gloss over his failures as a pilot and collaborations with the enemy by exaggerating his military service and lying about his feats of heroism.
McCain has sprouted a halo and wings to become America's POW-hero presidential candidate.
Wednesday, May 21, 2008
Gravity powered aircraft flies with no fuel
Gravity powered aircraft flies with no fuel
January 21, 2004 The concept of sustained flight without the use of fuel seems far reaching even by today's advanced aviation standards. Even more so when you consider that aircrafts should ideally be able to carry heavy loads of passengers and cargo. However one innovator's astounding new designs could transform the air transport industry of the 21st Century if they turn out to be valid
Former nuclear designer, Robert D. Hunt of Hunt Aviation Corp has come up with a new "gravity powered aircraft technology" that he claims can accomplish sustained fuel-less flight. Hunt has designed a new hybrid aircraft: a "gravity-powered aircraft" which is a fixed wing, ridged skin airplane made of lightweight and modern composite materials. By October 2003, Hunt Aviation Corp had already begun the first phase of prototype construction, assembling a consortium of aviation manufacturers and suppliers that wish to support the revolutionary aircraft technology.
Interestingly, because this hybrid plane uses technology of gliding and aerostatic lift, t
he idea for sustained flight actually has more in common with the older technology of Leonardo Da Vinci's first primitive hang glider, than it does from the Wright Brother's engine powered airplane only a century ago.
The "Gravity-Plane", as Hunt Aviation likes to call it, uses gravity's dual properties - buoyancy which creates an upward motion in order to gain altitude, and gravity acceleration which creates a forward and downward gliding motion. The two motions combined form the heart of Hunt's new gravity powered technology, a technology that could make for a much healthier and cleaner environment.
Lighter-than-air (Aerostatic) lift may be explained by the principal of buoyancy, also known as the Archimedes Principal. Gravity exerts a greater pull on more dense materials than on less dense materials, which causes buoyancy. For example, a bubble rises in water and helium rises in air because they are less dense than the surrounding "lifting" fluid.
In the Hunt Aviation's "Gravity-Plane", buoyancy is created by gas bags filled with helium within two large rigid pontoon shaped lifting bodies. This buoyancy lifts the "Gravity-Plane" to high altitudes to create lighter-than-air lift.
Despite being a better "lifting gas" than Helium, Hydrogen is generally not us
ed in this way because it is combustible. Inert Helium, widely used in lighter-than-air airships, can now be used to attain altitudes of over 100,000 feet and may be built very large to carry heavy loads of passengers and cargo approaching 1,000 tons according to Hunt. By comparison, a U. S. military C-17 heavy lifter only carries 70 tons.
Even better than Helium , according to Hunt, is the idea to use a vacuum-lift system in the hybrid aircraft. During normal operation of the aircraft, lift is provided by the vacuum contained within rigid cells. As a precautionary measure, the new hybrid aircraft will use a Dual-Aerostatic-Lift system that will include the use of vacuum-lift and the use of a lifting gas. The lifting gas is expanded into collapsible gas bags, in the event of rupture of the vacuum-lift cell wall.
Obvious benefits of the technology are that the aircraft does not require fuel, which is aviation's main cost. This also makes the aircraft safer in terms of fuel burning or exploding. Furthermore, having no waste emissions or noise, the aircraft is extremely environmentally friendly. "Hunt's invention is the first practical use of gravity to provide a motive force by forming a continuous cycle out of two forces of gravity with the result being, for the first time ever, self-sustained fuel-less flight and this is a tremendous and historic accomplishment", stated Gene Cox, President of Hunt Aviation Corp.
Former nuclear designer, Robert D. Hunt of Hunt Aviation Corp has come up with a new "gravity powered aircraft technology" that he claims can accomplish sustained fuel-less flight. Hunt has designed a new hybrid aircraft: a "gravity-powered aircraft" which is a fixed wing, ridged skin airplane made of lightweight and modern composite materials. By October 2003, Hunt Aviation Corp had already begun the first phase of prototype construction, assembling a consortium of aviation manufacturers and suppliers that wish to support the revolutionary aircraft technology.
Interestingly, because this hybrid plane uses technology of gliding and aerostatic lift, t
he idea for sustained flight actually has more in common with the older technology of Leonardo Da Vinci's first primitive hang glider, than it does from the Wright Brother's engine powered airplane only a century ago.The "Gravity-Plane", as Hunt Aviation likes to call it, uses gravity's dual properties - buoyancy which creates an upward motion in order to gain altitude, and gravity acceleration which creates a forward and downward gliding motion. The two motions combined form the heart of Hunt's new gravity powered technology, a technology that could make for a much healthier and cleaner environment.
Lighter-than-air (Aerostatic) lift may be explained by the principal of buoyancy, also known as the Archimedes Principal. Gravity exerts a greater pull on more dense materials than on less dense materials, which causes buoyancy. For example, a bubble rises in water and helium rises in air because they are less dense than the surrounding "lifting" fluid.
In the Hunt Aviation's "Gravity-Plane", buoyancy is created by gas bags filled with helium within two large rigid pontoon shaped lifting bodies. This buoyancy lifts the "Gravity-Plane" to high altitudes to create lighter-than-air lift.
Despite being a better "lifting gas" than Helium, Hydrogen is generally not us
ed in this way because it is combustible. Inert Helium, widely used in lighter-than-air airships, can now be used to attain altitudes of over 100,000 feet and may be built very large to carry heavy loads of passengers and cargo approaching 1,000 tons according to Hunt. By comparison, a U. S. military C-17 heavy lifter only carries 70 tons.Even better than Helium , according to Hunt, is the idea to use a vacuum-lift system in the hybrid aircraft. During normal operation of the aircraft, lift is provided by the vacuum contained within rigid cells. As a precautionary measure, the new hybrid aircraft will use a Dual-Aerostatic-Lift system that will include the use of vacuum-lift and the use of a lifting gas. The lifting gas is expanded into collapsible gas bags, in the event of rupture of the vacuum-lift cell wall.
Obvious benefits of the technology are that the aircraft does not require fuel, which is aviation's main cost. This also makes the aircraft safer in terms of fuel burning or exploding. Furthermore, having no waste emissions or noise, the aircraft is extremely environmentally friendly. "Hunt's invention is the first practical use of gravity to provide a motive force by forming a continuous cycle out of two forces of gravity with the result being, for the first time ever, self-sustained fuel-less flight and this is a tremendous and historic accomplishment", stated Gene Cox, President of Hunt Aviation Corp.
Tuesday, May 20, 2008
Aircraft Technology Degrees
Aircraft Technology Degrees
Watch your career take flight
There are few jobs more exciting and rewarding than working with aircrafts. Aircraft technicians design, repair and maintain engines, landing gear, instruments and other parts of the aircraft. This involves understanding the latest technology and being able to apply that technology as a mechanic.
Aircraft Maintenance
The Aircraft Maintenance program will teach students how to inspect aircraft engines, landing gear, instruments, pressurized sections, accessories?brakes, valves, pumps, and air-conditioning systems, for example?and other parts of the aircraft, and do the necessary maintenance and replacement of parts. This program typically takes 1 to 2 years to complete.
Associate - Airframe and Powerplant
The associate in Airframe and Powerplant degree program teaches students how to work on all parts of the plane except the instruments. Students will also learn how to properly inspect and repair many different types of aircraft. Most mechanics working on civilian aircraft today are A&P mechanics. This program takes 1 to 2 years to complete
Diploma - Avionics
The diploma in Avionics program help students get entry-level positions in the aviation industry and also help prepare them to take the FCC certification exam in under 18 months. Many of the hands-on Advanced Electronics Technology (Avionics) classes take place in a simulated work environment using industry-standard tools and equipment found on the job. This program takes between 18 months to 2 years to complete.
Career Outlook
Airframe mechanics
Powerplant mechanics
Avionics technicians
Lead mechanics
Ahop supervisors
FAA inspectors
Powerplant mechanics
Avionics technicians
Lead mechanics
Ahop supervisors
FAA inspectors
Salary Information
Average earnings for people in these fields range from $22 to $30 per hour. Aircraft Technology degrees allow for a wide range of career choices and locations, giving people with the degree excellent possibilities. Also, with further training, an Aircraft Technology degree can be a good start to becoming a pilot.
Required Job Skills and Knowledge
People interested in this degree should have a high degree of mechanical aptitude. With a degree in Aircraft Technology, you will inspect engines, landing gear, instruments and other parts of the aircraft. You will repair and replace any defective parts. You will learn valuable math, science and drawing skills that help you work on aircrafts. Because aircrafts are becoming increasingly technical, you will learn valuable computer skills as well. Coursework normally takes between 18 and 24 months to complete, and completion of the degree at an FAA certified school will earn you an airframe and/or powerplant certificate.
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